HOUSTON-GALVESTON REGIONAL SAFETY PLAN

Transcription

1 HOUSTON-GALVESTON REGIONAL SAFETY PLAN DRAFT - AUGUST 2018 THE HOUSTON-GALVESTON METROPOLITAN PLANNING AREA

2 The Houston-Galveston Metropolitan Planning Area: Houston-Galveston Regional Safety Plan Author Stephan Gage Principal Planner HOUSTON-GALVESTON AREA COUNCIL DRAFT AUGUST This report is a product of the Houston-Galveston Area Council Metropolitan Planning Organization and is published in accordance with all applicable Federal and State statutes and regulations.

3 8-County Transportation Management Area DRAFT AUGUST 2018 i

4 Table of Contents I. INTRODUCTION.. 1 II. REGIONAL SAFETY TRENDS Regional Crash Characteristics.. 10 Traffic Safety Focus Areas 25 III. REGIONAL SAFETY PROGRAM DWI/DUI Task Force Teens in the Driver Seat 29 Regional Incident Management.. 31 Traffic Incident Management Training.. 33 Child Safety Outreach Activities (Texas Children s Child Safety Seat Inspections).. 33 No Zone Safety Campaign IV. TRAFFIC SAFETY IMPROVEMENT STRATEGIES Overall Strategies. 36 MPO Crash Reduction Targets Focus Area Countermeasures. 37 Leadership & Coordination. 44 Implementation Actions & Goals 44 Public Outreach Data Collection & Analysis.. 49 Alignment with & Support of Other Plans. 49 Evaluation & Feedback. 50 V. PLAN, REVIEW, ADOPTION & UPDATE PROCESS 51 APPENDIXES A. MPO Planning Committees. A-1 B. Regional Crash Analysis.. B-1 C. Environmental Justice Characteristics. C-1 D. Regional Crash Maps... D-1 E. Safety Planning Framework. E-1 F. FHWA & SHSP Strategies and Countermeasures.. F-1 DRAFT AUGUST 2018 ii

5 List of Figures Figure 1: Regional Population Figure 2: Regional Ethnicity Percentages. 6 Figure 3: Annual Vehicle Miles Traveled.. 6 Figure 4: Annual Motor Vehicle Crashes... 7 Figure 5: Motor Vehicle Crash Fatalities.. 8 Figure 6: Motor Vehicle Crash Serious Injuries 8 Figure 7: Crash Rate per 100 Million Vehicle Miles Traveled... 9 Figure 8: Fatality Rate per 100 Million Miles Traveled 9 Figure 9: Speeding Driver Gender Percentages.. 12 Figure 10: Speeding Driver Ethnicity Percentages. 12 Figure 11: Speeding Crash Frequency by Hour of Day 13 Figure 12: Speeding Crash Weekday Percentages Figure 13: Speeding Crashes by Road Type.. 13 Figure 14: Impaired Driving Crash Percentage Comparison Figure 15: Impaired Driving Crash Fatality Percentage Comparison. 15 Figure 16: Impaired Crash Driver Ethnicity Percentages.. 15 Figure 17: Impaired Driver Gender Percentages.. 15 Figure 18: Intoxication Level of Impaired Drivers in DWI Crashes.. 15 Figure 19: Impaired Crash Driver BAC Level Distribution 16 Figure 20: Distracted Driving Crash Primary Cause. 17 Figure 21: Distracted Driving Fatality Crash Primary Cause 17 Figure 22: Distracted Driver Ethnicity Percentages 18 Figure 23: Distracted Driver Gender Percentages 18 Figure 24: Distracted Driving Crash Weekday Percentages. 18 Figure 25: Distracted Driving Crash Frequency by Hour of Day. 19 Figure 26: Bicycle & Pedestrian Crash Percentage Comparison. 20 Figure 27: Bicycle & Pedestrian Fatality Percentage Comparison 20 Figure 28: Bicyclist Gender Percentages DRAFT AUGUST 2018 iii

6 Figure 29: Pedestrian Gender Percentages Figure 30: Bicyclist Age Percentages.. 22 Figure 31: Pedestrian Age Percentages.. 22 Figure 32: Bicyclist Ethnicity Percentages 23 Figure 33: Pedestrian Ethnicity Percentages.. 23 Figure 34: Bicycle Crashes by Road Type Figure 35: Pedestrian Crashes by Road Type. 23 Figure 36: Bicycle Crashes Frequency by Hour of Day. 24 Figure 37: Hour of Day with the Highest Percentage of Pedestrian Crashes by Month 24 Figure 38: 2016 Statewide DUI Crashes by County. 27 Figure 39: Regional DWI STEP Grant Jurisdictions FY Figure 40: HCSO M.A.P. Service Area Routes.. 33 Figure 41: No-Zone Decal.. 35 Figure 42: State SHSP Impaired Driving Strategies Figure 43: Regional Impaired Driving Strategies.. 38 Figure 44: State SHSP Pedestrian Strategies. 39 Figure 45: Regional Bicycle Crash Reduction Strategies.. 40 Figure 46: Regional Pedestrian Crash Reduction Strategies 41 Figure 47: State SHSP Distracted Driving Strategies. 41 Figure 48: Regional Distracted Driving Strategies. 42 Figure 49: State SHSP Speeding Strategies Figure 50: Regional Speeding Strategies 43 Figure 51: State SHSP Intersection Strategies. 43 Figure 52: Regional Intersection Strategies Figure 53: Impaired Driving Reduction Actions and Goals.. 46 Figure 54: Distracted Driving Reduction Actions and Goals 46 Figure 55: Speeding & Aggressive Driving Reduction Actions and Goals.. 47 Figure 56: Intersection Safety Actions and Goals.. 47 Figure 57: Bicycle & Pedestrian Safety Actions and Goals Figure 58: Environmental Justice Composite Zones. C-2 Figure 59: Regional EJ Area Vehicle Crashes C-4 Figure 60: DWI Crash Density D-1 DRAFT AUGUST 2018 iv

7 Figure 61: Impaired Driver Home Zip Code Frequency.. D-2 Figure 62: Distracted Driving Crash Density D-3 Figure 63: Distracted Driver Home Zip Code Frequency. D-4 Figure 64: Speed-related Crash Density D-5 Figure 65: Speeding Driver Home Zip Code Frequency.. D-6 Figure 66: Bicycle Crash Density D-7 Figure 67: Pedestrian Crash Density D-8 Figure 68: Intersections with 50 or more crashes between 2012 and D-9 DRAFT AUGUST 2018 v

8 List of Tables Table 1: 2016 Regional Motor Vehicle Crash Summary 3 Table 2: Regional Crash Type Summary Table 3: Speeding Driver Age Percentages. 12 Table 4: Distract Driver Age Percentages 17 Table 5: Regional Teens in the Driver Seat Schools 30 Table 6: MPO Crash & Performance Measure Reduction thru Table 7: SHSP Emphasis Areas. 49 Table 8: Annual Vehicle Crashes B-1 Table 9: Annual Vehicle Crash Fatalities B-1 Table 10: Annual Vehicle Crash Serious Injuries B-2 Table 11: DUI Vehicle Crashes B-2 Table 12: Annual DUI Fatalities B-3 Table 13: Annual DUI Serious Injuries B-3 Table 14: Annual Speed-related Vehicle Crashes B-4 Table 15: Annual Speed-related Vehicle Crash Fatalities B-4 Table 16: Annual Speed-related Vehicle Crash Serious Injuries B-5 Table 17: Annual Distracted Driving Crashes B-5 Table 18: Annual Distracted Driving Fatalities B-6 Table 19: Annual Distracted Driving Serious Injuries B-6 Table 20: Annual Bicycle Crashes B-7 Table 21: Annual Bicycle Crash Fatalities B-7 Table 22: Annual Bicycle Crash Serious Injuries B-8 Table 23: Annual Pedestrian Crashes B-8 Table 24: Annual Pedestrian Crash Fatalities B-9 Table 25: Annual Pedestrian Crash Serious Injuries B-9 Table 26: Annual Intersection Crashes, Fatalities & Serious Injuries B-10 Table 27: Motor Vehicle Crashes in the Eight-County MPO Region ( ) C-3 Table 28: State Safety Performance Measure Targets.. E-3 DRAFT AUGUST 2018 vi

9 Acknowledgement H GAC staff wish to acknowledge the H GAC Regional Safety Council, the Bicycle-Pedestrian Subcommittee, TxDOT Houston District staff, and Mr. Stephen Ratke, FHWA Safety Engineer, Texas Division, for their assistance with creating this plan. DRAFT AUGUST 2018 vii

10 Foreward No matter where you are coming from or where you are going, for the millions of people who travel the Houston-Galveston area roads each day, traffic safety is and continues to be of critical importance. People and goods must be able to move about safely and efficiently for our communities and economy to thrive. While this area has recently seen a remarkable rise in population growth and jobs, subsequently it has meant a rise in traffic congestion, crashes and fatalities as well. Between 2012 and 2016, the total number of crashes have increased by more than 40% and fatalities have risen by more than 20%. These increases coincide with a host of implications, from traffic congestion to poor air quality, lost productivity and increased cost of goods to decreased quality time spent with family and friends. The human toll caused by traffic accidents and the loss of loved ones is incalculable; nevertheless, in 2016 alone, traffic crashes, injuries and fatalities cost the region more than $6 billion dollars. The Houston-Galveston Area Council has developed a comprehensive plan that addresses our safety issues and offers feasible solutions. It works as a framework for strategies and implementation actions to leverage existing safety programs and resources to the greatest extent possible. The Performance Measure Targets in this plan are tangible goals for the region to work towards to support the State of Texas crash reduction efforts, and its strategies support the State Highway Safety Plan and Federal safety initiatives. This plan, however, requires the continued collaboration and cooperation between all jurisdictions and agencies in the greater Houston-Galveston region and the commitment by each of us to make safety an upmost priority each time we travel, however we travel, whether by transit, car, bicycle or on foot. Mr. Timothy H. Kelly Chairperson, Regional Safety Council Executive Vice President Operations, Public Safety & Customer Service Metropolitan Transit Authority of Harris County DRAFT AUGUST 2018 viii

11 Executive Summary Regionally, motor vehicle crashes increased more than 40 percent from 2012 to 2016 and motor vehicle fatalities increased more than 20 percent during the same period. Although the impact of vehicle crashes on families, businesses and communities across or region cannot be measured only in dollars and cents, vehicle crashes cost the region a staggering $6.4 billion in 2016 alone. Measured over time, these costs compare to that of the most severe natural disasters and remain one of the leading causes of death, particularly among persons in their teens and twenties. In the past, the region s traffic safety has not been addressed in a coordinated, comprehensive manner. State and local governments, schools, employers and safety advocacy groups have worked on their individual priorities with limited resources. In addition, there were no metrics by which to prioritize traffic safety issues or measure success in addressing them. The Regional Safety Plan (RSP) was developed to expand collaboration across regional safety stakeholders, provide a framework for development of an action plan and the resources to implement the action plan. Using a data-driven approach, this plan identifies the most frequent motor vehicle crash types, demographic information about drivers involved in these crashes, the location of crashes and drivers involved in them. The plan also supports the State Highway Strategic Plan (SHSP) which addresses similar issues on the state level as seen below. SHSP Emphasis Areas Impaired Driving Distracted Driving Speeding Intersection Pedestrian Safety Older Drivers Roadway Departure Regional Safety Plan Focus Areas Impaired Driving Distracted Driving Speeding Intersection Bicycle & Pedestrian Safety Traffic safety performance measures have been established to gauge the progress of states and Metropolitan Planning Organizations in achieving crash reduction. These performance measures are listed below. DRAFT AUGUST 2018 ix

12 TRAFFIC SAFETY PERFORMANCE MEASURES: Fatality Rate per 100 million Vehicle Miles Traveled Serious Injury Rate per 100 million Vehicle Miles Traveled Number of Non-Motorized Fatalities and Serious Injuries The RSP sets measurable targets for crash reduction for each of these safety measures to increase public accountability and transparency while focusing available resources. The plan outlines specific strategies to achieve these targets utilizing existing safety programs to the greatest extent possible. Each goal and supporting action plan is summarized below: GOAL: Reduce Fatality Rate, Serious Injury Rate, and Non-Motorized Fatalities and Serious Injuries by two percent of projected future increases. SELECT IMPROVEMENT STRATEGIES AND GOALS (Not all strategies and goals included) Impaired Driving Action Ensure that all high frequency DWI/DUI crash areas have at least one local law enforcement agency utilizing a STEP grant Goal 1 new local enforcement agency per year Distracted Driving Action Launch Regional Safety Campaign focusing on Distracted Driving Goal Minimum 10,000 media exposures and distribution of at least 1,500 pieces of educational materials Speeding/Aggressive Driving Action Monitor the number of speeding citations issued by H GAC Regional STEP Grant Agencies Goal Minimum 100 Speeding Citations per year by H GAC Regional STEP Grant Agencies Bicycle & Pedestrian Action Conduct safety audits at high frequency intersection crash locations Goal 2 audits per year DRAFT AUGUST 2018 x

13 Intersections Action Conduct safety audits at high frequency intersection crash locations Goal 2 audits per year The plan is the first regional safety plan for the Houston-Galveston metropolitan area and will be update every four years in conjunction with the SHSP. The strategies and goals in this plan are intended to support the collaborative efforts of state and local jurisdictions, businesses and safety advocates to reduce vehicle crashes. DRAFT AUGUST 2018 xi

14 Introduction The Houston-Galveston Area Council (H-GAC) is a voluntary association of local governments in the Houston-Galveston region, an area of 12,500 square miles and nearly seven million people. H-GAC works to promote efficient and accountable use of local, state, and federal tax dollars and serves as a problemsolving and information forum for local government needs. The 13 counties in H-GAC s service region are Austin, Brazoria, Chambers, Colorado, Fort Bend, Galveston, Harris, Liberty, Matagorda, Montgomery, Walker, Waller, and Wharton. H-GAC departments include community and environmental planning, data services, human services, public services, and transportation. The MPO has provided more than $280 million for safety projects in the last 10 years. H-GAC is designated by the State of Texas as the region s Metropolitan Planning Organization (MPO) for transportation planning in Brazoria, Chambers, Fort Bend, Galveston, Harris, Liberty, Montgomery, and Waller Counties; also known as a Transportation Management Area (TMA). An MPO is a local decision-making body that is responsible for overseeing the metropolitan planning process and deciding how to spend federal transportation funds for capital projects and planning studies. Decisions on how to spend transportation funds are guided by information and ideas from a broad group of people including elected officials, planners and engineers, transportation agencies, the public, and other interested parties. The Transportation Policy Council (TPC) is the policy board of the MPO. The TPC provides policy guidance and overall coordination of the transportation planning activities within the region. Additional information about the TPC and other committees can be found in Appendix A. Traffic safety is of critical importance to the MPO. All the MPO s planning effort are concerned with moving people and goods safely. The health of our community and the vitality of the region s economy depend upon safe and efficient travel. Utilizing relevant information and technology, H- GAC endeavors to provide the guidance needed to ensure the safety of the region s transportation network. The Regional Safety Plan is a multi-faceted approach for implementing sound strategies to address the Region s safety issues. This document is the first area-wide safety plan for the H GAC TMA. DRAFT AUGUST

15 Goals Improve the Safety of the Region s Transportation System Reducing Crash Rates in the Region Establish Benchmark Goals and Outcomes Support the State Highway Safety Plan Provide Strategies for implementing Safety Improvements Objectives Develop Regional Safety Vision Align with Federal and State plans and guidance Identify Regional Traffic Safety Issues Identify Effective Countermeasures Identify Policy Impacts and Deficiencies Determine Implementation Strategies and Funding Sources The paradigms of transportation planning are changing. Today, both regulations and practice are moving toward a data-driven, performance-based planning methodology. Mandated Federal safety performance measures now require data collection, analysis, and performance benchmarking. At the same time, Federal guidance is advocating a data-driven approach to safety planning. As FHWA explains: Traditional crash and roadway analysis methods mostly rely on subjective or limited quantitative measures of safety performance. This makes it difficult to calculate safety impacts alongside other criteria when planning projects. Data-driven safety analysis (DDSA) employs newer, evidence-based models that provide state and local agencies with the means to quantify safety impacts similar to the way they do other impacts such as environmental effects, traffic operations and pavement life. This new emphasis has changed the way H GAC and its regional partners are approaching traffic safety. Using vehicle crash data, traffic safety issues can be assessed and geo-located more quickly. The data will also be used to develop and evaluate performance measure benchmarks, such as Crash Rate per 100 MVMT, Fatality Rate per 100MVMT, and other measures deems important locally. This approach will create a new traffic safety framework for identifying, evaluating, and addressing regional safety issues. This approach will also utilize the 5-E Strategies of project and program development where applicable. DRAFT AUGUST

16 1. Evaluation: data evaluation, setting targets and focus areas 2. Engineering: infrastructure investments 3. Education: educational outreach 4. Enforcement: enforcement of safe driving, riding, and walking practices 5. Encouragement and Empowerment: technical tools and training to partners and public The essence of these ideas is encapsulated in the Regional Safety Plan s vision statement: Mitigate and reduce crashes in the region through efforts in engineering, education and enforcement. The Houston-Galveston area has seen a marked increase in vehicle crashes in the last five years. Between 2012 and 2016, the total number of crashes increased by more than 40 percent. Concurrently, fatalities increased more than 20 percent, from 590 in 2012 to 715 in Serious injuries also increased by 9 percent over the same period. The Regional Crash Summary (Table 1) shows the 2016 total vehicle crashes, percentage of crashes by category, and the percentage change from 2015, as well as fatalities and serious injuries for each category. Of note are sharp increases in motorcycle, bicycle, and pedestrian crashes. Crash Type Total Crashes % of All Crashes 2015 Fatalities Serious Injuries Regional Crashes 170, % +2% 715 3,390 Speeding 51,212 30% 1% Young Drivers 30,562 18% 0.03% Distracted Driving 18,614 11% 15% Elderly Drivers 19,011 11% +5% Commercial Vehicles 8,625 5% 5% Unrestrained Occupants 6,791 4% 1% Impaired Driving (DUI) 3,418 2% 7% Work Zones 4,029 2% 0.3% Pedestrian 1,983 1% +3% Motorcycles 1,975 1% +9% Bicycle % +8% Railroad-related Crashes % +5% 2 18 Table 1: 2016 Regional Motor Vehicle Crash Summary DRAFT AUGUST

17 This plan outlines the traffic safety planning framework for the region. Using the data analysis findings listed in this plan for identified focus areas, H GAC with region-wide programs, where appropriate to address traffic safety issues. Moreover, H GAC will work with local jurisdictions in focus area locations with high crash frequencies to develop implementation plans based on the countermeasures listed in this plan. H GAC will incorporate safety criteria into the TIP/RTP project selection process to ensure that projects developed to address traffic safety issues in high crash frequency locations are given appropriate funding priority. In addition, the Regional Safety Council, the Technical Advisory Committee, and the Transportation Policy Council will be asked to review traffic safety findings and fund and promote programs and projects to address issues identified in this plan. Finally, H GAC will monitor future vehicle crash data to determine the effectiveness of implemented programs and projects, as well as identify any new traffic safety issues. The data analysis findings in the report will serve as a basis for establishing regional targets and outcomes to measure the effectiveness of implemented programs and projects. Such targets also serve to support the State SHSP and other regional transportation plans. Further, these benchmarks can also be incorporated into the overall transportation planning process as selection criteria triggers for project funding. DRAFT AUGUST

18 Thousands Regional Safety Trends The Houston-Galveston region has much to be proud of. A booming economy and steady population growth have made the Region the envy of many other areas in the country. However, vehicle crashes have also grown, as have fatalities and injuries. The charts and tables herein summarize and quantify the regional vehicular crash experience from 2012 to Virtually all categories of crashes have increased during this five-year period. The Region s population increased substantially from 2012 to As shown in Figure 1, regional population increased approximately 10 percent during this period. In fact, the US Census Bureau states that from 2010 to 2016 Texas had the largest annual population growth in the nation. The Houston-Galveston area has been amongst the State s fastest growing metropolitan regions. The population is also ethnically diverse (Figure 2). In 2012, Houston surpassed New York and Los Angeles, CA as the most ethnically diverse city in the United States (Kinder Institute, 2012). 7,000 6,563 6,698 6,500 6,339 6,083 6,190 6,000 5, Figure 1: Regional Population (ACS 2016) DRAFT AUGUST

19 Billions Other 1% Asian 8% White 37% Hispanic 37% Black 17% Figure 2: Regional Ethnicity Percentages (ACS 2016) Annual vehicle miles traveled (VMT) also increased. However, VMT increased more than twice the rate as population grew 21 percent from 2012 to Annual VMT from 2007 to 2016 is shown in Figure Figure 3: Annual Vehicle Miles Traveled (TxDOT)* DRAFT AUGUST

20 Population growth and increased vehicle miles traveled are undoubtedly factors in the increasing vehicle crashes in region. However, these two factors do not account for the 41 percent increase in vehicle crashes from 2012 to Figure 4 shows the annual regional vehicle crashes during this period. 180, , , , , , , , , , * Annual Vehicle Miles Traveled is the daily number of miles traveled by all vehicles, including trucks, multiplied by 365 days. Starting in 2014, TxDOT began calculating Annual Vehicle Miles Traveled using a different methodology. ** A motor vehicle collision resulting in the injury or death of a person, or that caused property damage in excess of $1,000, that occurred on or near a public roadway (TxDOT) Figure 4: Annual Motor Vehicle Crashes (TxDOT)** DRAFT AUGUST

21 Likewise, vehicle crash fatalities also increased, rising nine percent during the same period. Fatalities are shown in Figure 5. Serious injuries, shown in Figure 6, also increased over the same period, but showed a marked decrease from 2015 to Figure 5: Motor Vehicle Crash Fatalities (TxDOT) ***Footnote: Any injury, other than a fatal injury, which prevents the injured person from walking, driving or normally continuing the activities he was capable of performing before the injury occurred. (TxDOT) Figure 6: Motor Vehicle Crash Serious Injuries (TxDOT)*** DRAFT AUGUST

22 Figure 7: Crash Rate per 100 million Vehicle Miles Traveled The regional crash rate, shown in Figure 7, has increased approximately 39% in five years. The rate is the number of vehicle crashes in the region for every 100 million miles traveled. Likewise, the Regional Fatalities Rate (Figure 8) shows the number of persons killed in vehicle crashes per 100 million miles traveled. The fatality rate has declined 15 percent since Both of these rates are a measure of safety of the region s roadways. By comparison, the State vehicle crash rate and fatality rate for 2016 were *** and 1.44, respectively ***Footnote: Combined crash rate for all State road types. Figure 8: Fatality Rate per 100 million Miles Traveled DRAFT AUGUST

23 Regional Crash Characteristics Table 2 provides a synopsis of region crash type totals and percentages from 2012 to Regional crash density maps for focus area crash types below are in Appendix B. Crash Type Total Crashes % of Crashes % of Change Fatalities Serious Injuries All Regional Crashes 742, % 41 % 3,166 16,607 Speeding 224, % 45 % 854 4,500 Young Drivers 140, % 24 % Distracted Driving 93, % 23 % 312 2,058 Elderly Drivers 112, % 53 % Commercial Vehicles 39,007 5 % 40 % Unrestrained Occupants 30,283 4 % 34 % Impaired Driving (DUI) 17,614 2 % -3 % 1,412 1,653 Work Zones 17,210 2 % 64 % Pedestrian 9,041 1 % 22 % Motorcycles 9,344 1 % 9 % 731 2,559 Bicycle 4,156 1 % 8 % Railroad-related Crashes* 1, % 61 % Youth Driver only Elderly Driver only Motorcycle Driver only Bicyclist only *Crashes involving trains, railroad equipment, or railroad devices or infrastructure Table 2: Regional Crash Type Summary DRAFT AUGUST

24 SPEEDING/AGGRESSIVE DRIVING The single largest percentage of crashes is speeding or aggressive driving which accounted for 30 percent of the region s crashes. Speeding also caused 27 percent of both the fatalities and serious injuries from 2012 to Table 3 shows the percentage of speeding drivers by age group versus their percentage of the driver age population. Adults 20 to 44 years are all over-represented in regional speeding/aggressive driving crashes up by 1.7 times their percentage of the regional driving age population. As with all the crash types to follow, male drivers dominate the gender percentages of speeding crashes. In the region, males lead females in speeding crashes by a ratio of three to two, as shown in Figure 9. Figure 10 shows the ethnicity percentages of speeding/aggressive drivers. Whites, Blacks, and Other Races are all over-represented in regional speeding crashes in relate to their percentage of the regional driving age population. Whites are involved eight percent higher than their driver population percentage. For Blacks the overage is seven percent, and for Other Races the overrepresentation is 100 percent. Asians and Hispanics were under-represented 25 percent and 27 percent respectively in relation to their percentage of the regional driving age population. In Figure 11, the frequencies of speeding and aggressive driving crashes by hour of day are shown. Nearly half (42 percent) of speeding crashes occurred during AM (6-9 AM) and PM (4-7 PM) peak travel periods. More than 40 percent of speeding crashes occur Friday thru Sunday. Most speed related crashes however still occurred Monday thru Thursday (Figure 12). This higher weekday frequency is consistent with the hour of day frequencies in Figure 11. Almost half (46 percent) of regional speeding crashes happened on highways and tollways. However, roughly half occurred on Farm to Market, county roads, major arterial roadways, and local streets (Figure 13). The nearly even distribution of speeding crashes among at-grade surface roadways and limited access facilities shows that the speeding problem in the region is pervasive. DRAFT AUGUST

25 Age Group % of Crashes % of Driving Population years 8.6 % 8.9 % years 15.1 % 8.7 % years 13.9 % 9.7 % Adults (30-44 years) 32.5 % 28.1 % Older Adults (45-64 years) 25.2 % 31.2 % Elderly (65+ years) 4.8 % 13.4 % Table 3: Speeding Driver Age Percentages Female 41% Male 59% Figure 9: Speeding Driver Gender Percentages Hispanic 27% Black 20% Asian 6% Other 2% White 40% Not Reported 5% Figure 10: Speeding Driver Ethnicity Percentages DRAFT AUGUST

26 12 AM 1 AM 2 AM 3 AM 4 AM 5 AM 6 AM 7 AM 8 AM 9 AM 10 AM 11 AM 12 PM 1 PM 2 PM 3 PM 4 PM 5 PM 6 PM 7 PM 8 PM 9 PM 10 PM 11 PM 25,000 20,000 15,000 10,000 5,000 0 Figure 11: Speeding Crash Frequency by Hour of Day Weekday 59% Weekend 41% Toll Roads 2% Non- Trafficway 3% County Road 15% Farm-to- Market 12% City Street 23% Highways 45% Figure 12: Speeding Crash Weekday Percentages Figure 13: Speeding Crashes by Road Type DRAFT AUGUST

27 IMPAIRED DRIVING Even though DWI/DUI crashes account for only two percent of all regional crashes (Figure 14), these crashes were responsible for nearly half of the region s motor vehicle crash fatalities (Figure 15). Forty-three percent of impaired driving crashes were DWI crashes. DWI crashes also caused approximately 60 percent of all impaired driving crash fatalities and nearly half of all impaired driving crash serious injuries. As shown in Figure 16, Hispanics and Other Races are over-represented as drivers involved in impaired driving crashes with respect to their percentage of the regional driving age population. Hispanics are over-represented by 13 percent and Other Races are 100 percent over-represented. Blacks are on par with their driving age population percentage, while Whites and Asains are underrepresented by eight percent and 50 percent respectively. Like speeding, impaired driving is an overwhelming male problem. Nearly 3 out of 4 impaired crash drivers in the region are male (Figure 17). Most distributing is the level of driver intoxication in impaired driving crashes. As shown in Figure 18, over 80 percent of intoxicated drivers involved in DWI crashes were from 1 to 3 times over the legal limit of 0.08 Blood Alcohol Content (BAC) at the time of the crash. The regional average BAC level for intoxicated drivers involved in DWI crashes is 0.14 nearly twice the legal limit (Figure 19). The regional distribution of drivers involved in impaired driving crashes by zip code in shown in Appendix D. Other Causes 98% DUI 1% DWI 1% Other Causes 56% DUI 18% DWI 26% Figures 14: Impaired Driving Crash Percentage Comparison Figure 15: Impaired Driving Crash Fatality Percentage Comparison DRAFT AUGUST

28 Asian 4% Other 2% Black 17% Not Reported 1% Female 28% Hispanic 42% White 34% Male 72% Figure 16: Impaired Crash Driver Ethnicity Percentages Figure 17: Impaired Driver Gender Percentages 3x-4x Limit 8% <= Limit 9% Over 4 x Limit 2% 2x-3x Limit 40% 1x-2x Limit 41% Figure 18: Intoxication Level of Impaired Drivers in DWI Crashes (Legal Limit 0.08 BAC) DRAFT AUGUST

29 * Red columns are multiples of the legal intoxication limit of 0.08; the teal color column is the regional average BAC level of intoxication for drivers involved in DWI crashes Figure 19: Impaired Crash Driver BAC Level Distribution* From 2012 to 2016 there were 559 impaired pedestrians and 86 impaired bicyclists involved in crashes with motor vehicles. These pedestrians and bicyclists had an average BAC level of DRAFT AUGUST

30 DISTRACTED DRIVING Distracted driving crashes are a growing problem regionally. This category of crashes has increased 23 percent in five years, and was responsible for 10 percent of all regional crash fatalities. Mobile phone use was the primary distraction in slightly more than one-third of regional distracted driving crashes (Figure 20). However, these crashes account for approximately two-thirds of all distracted driving fatalities (Figure 21). Phone Only 34% Other Distractions 32% Other Distractions 66% Phone Only 68% Figure 20: Distracted Driving Crash Primary Cause Figure 21: Distracted Driving Fatality Crash Primary Cause Age Group % of Crashes % of Driving Population years 9.4 % 8.9 % years 14.2 % 8.7 % years 12.8 % 9.7 % Adults (30-44 years) 30.5 % 28.1 % Older Adults (45-64 years) 26.4 % 31.2 % Elderly (65+ years) 6.8 % 13.4 % Table 4: Distracted Driver Age Percentages Table 4 shows that year-old drivers are over-represented in distracted driving crashes in relation to their percentage of the driving age population. The percentage of year-old distracted crash drivers is nearly double their percentage of the regional driving age population. DRAFT AUGUST

31 Whites, Blacks, and Other Races are all over-represented in distracted driving crashes in comparison to their percentages of the regional driving age population (Figure 22). Whites are 13 percent higher, Blacks are 12 percent higher, and Other Races are unfortunately 100 percent higher than their percentage of regional drivers. Asian 5% Other 2% Not Reported 6% Black 19% Hispanic 26% White 42% Figure 22: Distracted Driver Ethnicity Percentages Distracted driving crashes also involve a majority of male drivers. Males are involved in distracted driving crashes over females by a 3 to 2 ratio as shown in (Figure 23). Consistent with other crash types, there is a 3 to 2 ratio of weekday to weekend distracted driving crash occurrences (Figure 24). Female 43% Male 57% Weekd ay 59% Weekend 41% Figure 23: Distracted Driver Gender Percentages Figure 24: Distracted Driving Crash Weekday Percentages DRAFT AUGUST

32 12 AM 1 AM 2 AM 3 AM 4 AM 5 AM 6 AM 7 AM 8 AM 9 AM 10 AM 11 AM 12 PM 1 PM 2 PM 3 PM 4 PM 5 PM 6 PM 7 PM 8 PM 9 PM 10 PM 11 PM 25,000 20,000 15,000 10,000 5,000 0 Figure 25: Distracted Driving Crash Frequency by Hour of Day The hourly frequencies of distracted driving crashes in Figure 25 mirror the histograms of other crash types. More than one-third of distracted driving crashes (38 percent) occur during the AM (6 AM-9 AM) and PM (4 PM-6 PM) peak driving periods. As seen in the chart, distracted driving crash frequencies increase steadily from 1 PM to 5 PM. DRAFT AUGUST

33 BICYCLE & PEDESTRIAN CRASHES Bicycle and pedestrian crashes are also an area of concern. As illustrated in Figure 26, bicycle and pedestrian crashes together represented only 2 percent of all regional crashes from 2012 to However, as shown in (Figure 27), these crashes accounted for more than one quarter of the regional fatalities during the same period. Bike/Ped 2% Bike/Ped 26% Other Causes 98% Other Causes 74% Figure 26: Bicycle & Pedestrian Crash Percentage Comparison Figure 27: Bicycle & Pedestrian Fatality Percentage Comparison Analysis of bicycle and pedestrian crashes provides some interesting insight into the characteristics of conditions and persons involved in these types of crashes. The characteristics of these crashes are important for developing effective countermeasure strategies to reduce the number of these types of crashes. First, the majority of persons involved in bicycle and pedestrian crashes are male. Eight of 10 bicyclists (Figure 28) and six out of 10 pedestrians (Figure 29) involved in crashes are males. Males outpace females in pedestrian involved crashes by a 3 to 2 ratio, and in bicyclist involved crashes by a 4 to 1 ratio. The most over-represented age group among pedestrian and bicycle involved crashes are 41 to 64 years. As shown in Figures 30 and 31, this age group represents one-third of all bicycle-involved crashes, and nearly one-third of all pedestrian-involved crashes. This age group is involved in bicycle crashes 83 percent more, and pedestrian crashes 72 percent more, than their percentage of the region s population. All other age groups are under-represented with respect to their percentage of regional population. DRAFT AUGUST

34 Ethnically, Blacks and Other Races are at higher risk than other ethnic groups. As shown in Figures 32 and 33, Blacks are nearly one quarter of all bicycle involved crashes, and more than one quarter of all pedestrian involved crashes in the region. Blacks are approximately one and one-third more likely to be involved in a bicycle crash, and one and one-half times more likely to be involved in a pedestrian crash. Other races represent 14 percent of bicycle and pedestrian crashes, respectively. Because the percentage of Other Races in the region is so small (1 percent), their percentage of overrepresentation is large. Their involvement in bicycle and pedestrian crashes is 1,300 percent higher than their portion of the population. In terms of crash locations, more than half of all bicycle-involved crashes occur on city streets (Figure 34). Twelve percent occur along highway frontage roads and shoulders. Another 12 percent happen on non-trafficways. Non-trafficways are typically the entrances to parking lots or facilities. The balance of these crashes (21 percent) happen on county and Farm-to-Market roads. For pedestrians, the statistics are similar with some important exceptions. As shown in Figure 35, the largest percentage of pedestrian-involved crashes also occurs on city streets. The percentage of crashes on highway frontage roads and shoulders, county roads, and Farm-to-Market roads is also comparable to those of bicycle-involved crashes. However, the percentage of pedestrianinvolved crashes on non-trafficways is more than double the percentage for bicyclists. Like many other crash types, bicycle-involved crashes occur most frequently during morning (6 AM- 9 AM) and evening (4 PM-7 PM) peak driving periods. Nearly half of all bicycle-involved crashes occur during these time periods (Figure 36), with the hours between 4 PM to 6 PM having the highest frequencies. This trend is similar to the crash experiences of pedestrians who suffer higher occurrences of crashes around dusk throughout the year, as will be discussed below. As mentioned in the Impaired Driving section above, 86 bicyclists and 559 pedestrians were intoxicated at the time of the crash with a motor vehicle. These numbers represent two percent of all bicycle-involved crashes and six percent of all pedestrian-involved crashes from 2012 to DRAFT AUGUST

35 Female 18% Female 41% Male 82% Male 59% Figure 28: Bicyclist Gender Percentages Figure 29: Pedestrian Gender Percentages 65+ years 5% 65+ years 8% years 33% <18 years 25% years 31% <18 years 23% years 37% years 38% Figure 30: Bicyclist Age Percentages Figure 31: Pedestrian Age Percentages DRAFT AUGUST

36 Asian 3% Hispanic 23% Other 14% White 37% Asian 3% Hispanic 28% Other 14% White 28% Black 23% Black 27% Figure 32: Bicyclist Ethnicity Percentages Figure 33: Pedestrian Ethnicity Percentages Farm-to-Market 9% Toll Roads 0.1% Highway 12% Non-Trafficway 12% City Street 54% Non- Trafficway 27% Highway 13% County Road 10% Farm- to- Market 6% County Road 13% City Street 43% Figure 34: Bicycle Crashes by Road Type Figure 35: Pedestrian Crashes by Road Type* *Footnote: Non-trafficway includes private driveways, parking stalls and parking aisles of public parking lots, places away from trafficways, ramps, or roads on airfields, farms, industrial premises, mines, quarries, and private grounds. (TxDOT) DRAFT AUGUST

37 12 MID 1 AM 2AM 3 AM 4 AM 5 AM 6 AM 7 AM 8 AM 9 AM 10 AM 11 AM 12 NOON 1 PM 2 PM 3 PM 4 PM 5 PM 6 PM 7 PM 8 PM 9 PM 10 PM 11 PM 12 AM 1 AM 2 AM 3 AM 4 AM 5 AM 6 AM 7 AM 8 AM 9 AM 10 AM 11 AM 12 PM 1 PM 2 PM 3 PM 4 PM 5 PM 6 PM 7 PM 8 PM 9 PM 10 PM 11 PM Figure 36: Bicycle Crashes Frequency by Hour of Day MONTH January February March April May June July August September October November December Daylight Hours Figure 37: Hour of Day with the Highest Percentage of Pedestrian Crashes by Month DRAFT AUGUST

38 Twilight is the period of the day that occurs between sunset and nightfall. Twilight, can last more than an hour after sunset, depending on the time of year. As shown in Figure 37, with the exception of the months of February and April, twilight is the deadliest time of day for pedestrians in the region throughout the year. The hour after sunset is typically the time with the highest number of pedestrian crashes. Constantly changing light conditions make driving during twilight more challenging. The mix of diminishing natural light and onset of artificial light use can affect drivers visual acuity and sight distance. This visual impairment coupled with physical fatigue after the work day can spell disaster for pedestrians who are not alert and highly visible. State law defines Daytime and Nighttime [TC ]. In Texas, nighttime legally starts 30 minutes after sunset. The law requires drivers to turn on their vehicles headlights and other legally required illuminating devices at nighttime [TC ], yield the right-of-way to pedestrians [TC ], and exercise due care to avoid collisions with pedestrians [TC ]. However, as the crash experiences in Figure 37 indicate, pedestrians must continue to do their part to remain safe. Traffic Safety Focus Areas Based on the crash analysis above, several crash types stand out as problems areas for the Region. These include DUI crashes, Distracted crashes, Speeding and/or Aggressive Driving, as well as Bicycle and Pedestrian crashes. These crashes types account for nearly half of all vehicle crashes in 2016, and well over half of all fatalities during the same period. Addressing these focus areas will have the greatest impact on traffic safety in the near term. Accordingly, these crash types are the major focus areas of this safety plan. The countermeasures detailed in Section 4 Safety Implementation Strategies specifically address these focus areas. The plan will also provide countermeasures for addressing intersection-related vehicle crashes. Intersection-related crashes account for 37 percent of all regional vehicle crashes during Besides being an important issue within the Region, H GAC is also supporting FHWA s initiative to reduce intersection-related vehicle crashes. Focus Area Category Percent of All Crashes Percent of All Fatalities* Impaired Driving 2% 45% Bicycle and Pedestrian 2% 26% Distracted Driving 11% 10% Aggressive Driving (Speeding) 30% 27% Intersections 37% 26% DRAFT AUGUST

39 On July 20, 2017, H GAC hosted the Regional Safety Workshop. The workshop brought together traffic engineers, emergency response personnel, transit providers, bicycle and pedestrian advocates, as well as concerned citizens. The purpose of the workshop was to present the 5-year regional crash analysis that identified the focus area crash types and reach consensus on effective countermeasures to address these crashes. In addition, FHWA staff presented information on the intersection safety initiative. The primary focus of the intersection safety countermeasures is lowcost, near-term engineering solutions at high risk locations. The Regional Safety Council reviewed and endorsed the focus area countermeasures in October The Regional Safety Council will continue to work with H GAC staff and regional jurisdictions to fully implement the countermeasures into capital improvement and traffic operation projects. DRAFT AUGUST

40 Regional Safety Programs H GAC has a variety of traffic safety programs to address safety issues in the Region. These programs, along with other initiatives developed by H GAC and regional partners, are some of the means that will be utilized to tackle identified safety issues. DWI/DUI Task Force As shown in the crash analysis above, the DUI problem in the Houston-Galveston area continues to plague the region. This region leads the state in alcohol-related traffic fatalities and injuries. Two counties in the 8-county Region had some of the highest DUI crashes in the State in 2016 as shown in Figure 38. In the last several years, increased and enhanced high-visibility DUI enforcement activities have occurred throughout the region when agencies had the funding and resources available. Since its inception in 2013, H GAC s Regional DWI Task Force has made 1,087 arrests for intoxicated driving. Figure 38: 2016 Statewide DUI Crashes by County (TxDOT) DRAFT AUGUST

41 H-GAC, with the assistance of a TxDOT Selective Traffic Enforcement Program (STEP) grant, is currently in its sixth year of a Regional DWI Task Force that allows officers from smaller agencies to participate in reducing DWI/DUI crashes in the region. This Task Force works alongside other STEP grant operations in the region to maximize the effectiveness of enforcement activities. Currently, 12 agencies participate on the Task Force. Those agencies are listed below and show in Figure 39 with other regional DWI STEP grant recipients. Figure 39: Regional DWI STEP Grant Jurisdictions FY 2018 (H GAC/TxDOT) DRAFT AUGUST

42 The overall goals of this effort are to increase DWI enforcement throughout the Houston-Galveston region, to reduce fatalities, injuries and crashes overall due to DWI, and to make the public aware that driving while intoxicated is unacceptable. REGIONAL DWI TASK FORCE AGENCIES (FY 2018) Fort Bend County Constables Precinct 4 Fort Bend County Sheriff s Office Galveston County Sheriff s Office City of Kemah Police Department City of La Porte Police Department City of Magnolia Police Department Montgomery County Constables Precinct 4 City of Pearland Police Department City of Rosenberg Police Department City of Splendora Police Department City of Sugar Land Police Department City of Willis Police Department H-GAC serves as the grant administrator for this Task Force. H-GAC s responsibilities include serving as fiscal agent for the grant, setting up Task Force planning meetings, accepting and processing participating agencies paperwork, reimbursing participating agencies, and submitting the required documentation to TxDOT. This centralized approach allows participating agencies to spend less time and resources on paperwork and more time on enforcement Teens in the Driver Seat Motor vehicle crashes are the leading killer of teenagers in the United States. The Teens in the Driver Seat program, which was conceived by then Texas Transportation Commissioner Esperanza Hope Andrade and the Texas Transportation Institute in 2002, recognizes that teenagers tend to listen more to their peers than their elders. The program takes a peer-topeer based approach to reach out to young drivers about safe driving by giving students the tools to craft and deliver their safe driving message to their friends and classmates. Fort Bend County Precinct 4 Constable s Office Teens in the Driver Seat students at Memorial High School in Houston speak at a press event to help launch the TxDOT Teen Click it or Ticket Campaign on March 22, DRAFT AUGUST

43 Regionally, teenage drivers, despite consisting of around seven percent of the population, were responsible for 18 percent of all crashes in the region. To help bring those numbers down, H-GAC has been working with TTI since 2010 to promote and grow the Teens in the Driver Seat program in high schools, middle schools, and now colleges throughout the Houston-Galveston region. Table 5 lists the active schools in the Region in High Schools Teens in the Driver Seat students at Alief-Taylor High School in Houston focus on impaired driving outreach using a DWI simulator and trivia questions surrounding impaired driving on May 1, School or School District 1 Deer Park High School South Deer Park ISD 2 Tegeler Career Center Pasadena ISD 3 Hall Center for Education Aldine ISD 4 Vistas HS Klein ISD 5 Tompkins HS Katy ISD 6 Conroe HS Conroe ISD 7 Alvin HS Alvin ISD 8 Memorial HS Spring Branch ISD 9 Sam Rayburn HS Pasadena ISD 10 St. Thomas Academy Private 11 Harmony School of Advancement Harmony School of Excellence 12 Hightower High School Fort Bend ISD 13 Conroe High School Conroe ISD Junior Highs School or School District 1 Draw Academy Charter School Draw Academy 2 Sugar Land MS Fort Bend ISD 3 Lake Olympia MS Fort Bend ISD 4 Spring Woods MS Spring Branch ISD 5 Harmony School of Advancement Harmony School of Excellence 6 Dean Middle School Cypress-Fairbanks Table 5: Regional Teens in the Driver Seat Schools DRAFT AUGUST

44 Teens in the Driver Seat students from Progressive High School in Missouri City pose with motivational speaker Tyson Dever after the entire student body heard his story of how a distracted driver changed his life on April 17, Teens in the Driver Seat students and partners from TTI and Memorial Hermann pose together after the safety fair that focused on impaired and distracted driving prevention at Alief-Taylor High School on May 1, Regional Incident Management Safety also means effectively managing current transportation infrastructure and assets. H GAC has worked with other regional partners to develop and enhance a Traffic Incident Management Program to help alleviate traffic congestion and secondary vehicle crashes caused by disabled automobiles and commercial vehicles. This has been a four-fold effort. First, H GAC supports the Harris County Sheriff s Office (HCSO) Motorist Assistance Program (M.A.P.). Second, H GAC has established freeway surveillance for the Region at Houston TranStar. Third, H GAC is funding the re-implementation of a no-cost disabled vehicle tow program in Houston, TX. Fourth, H GAC is developing a public outreach campaign to educate the public about the vehicle tow program. MOTORIST ASSISTANCE PROGRAM The HCSO Motorist Assistance Program was started in 1986 as a no-cost roadside service along on-system facilities within Harris County. The MAP program helps with the removal of stalled automobiles and crashes, provides traffic control or other support to lessen disruption to traffic flow, and increases safety of traveling public. The MAP Program operates between the hours of 6:00 am. and 10:00 p.m., Monday through Friday, excluding Harris County holidays. MAP personnel currently consists of one (1) Sergeant, one (1) clerk, and eighteen (18) patrol deputies, which operate two shifts a day with nine (9) patrol deputies per shift. Roadways served by MAP are shown in Figure 40. FREEWAY SURVEILLANCE HCSO conducts freeway system management monitoring out of Houston TranStar to enhance incident management on the freeway system. Law enforcement and dispatch personnel stationed at Houston TranStar allow for cost-effective monitoring of multiple freeways from one location. Monitoring personnel readily provide initial incident assessment and dispatch of services, such as tow vehicles, Fire/EMSs and law enforcement. Through interagency agreements with participating municipalities, HCSO personnel are DRAFT AUGUST

45 able to conduct remote approvals for non-consent tows of disabled, non-crashed vehicles. While focused on traffic incidents, personnel can also monitor and respond to natural disasters and terrorist acts. Currently, Harris County has TxDOT-camera coverage on approximately 220 miles (75 percent) of Harris County freeways. QUICK CLEARANCE TOW PROGRAM To reduce congestion and secondary accidents caused by disabled vehicles, regional incident management agencies decided to reintroduce a quick clearance towing program that would be at no charge to the traveling public. Utilizing the SAFEClear concept introduced by the City of Houston, the Program will partner with and reimburse the towing operators that respond to incidents and quickly remove disabled vehicles not involved in crashes from the system to restore the flow of traffic and rapidly relocate stranded motorists from an unsafe situation. Unlike the City s original program, which only subsidized vehicle tows from the freeway shoulder, the new program will subsidize tows from all moving lanes (excluding toll roads and Katy Managed Lanes which are handled by HCTRA) to reduce confusion for the public, prevent potential altercations with stranded motorists, and restore mobility to the system as rapidly as possible. Expansion into Harris County will occur through HCSO. Ultimately, the program will expand into adjacent counties. Enabling legislation (SB 1501, 2017 Regular Session) has already been enacted by the State to allow expansion of the Program. QUICK CLEARANCE OUTREACH CAMPAIGN The purpose of the Quick Clearance Outreach Campaign is to educate the driving public about which program services (flats, mechanical issues, stalls) will be no-cost, and which services (crashes, abandonments, and prisoner tows) will result in a fee for to the motorist. The campaign will explain how selected tow operators are partners in the solution of public safety and enhanced mobility and how participating tow operators are working in conjunction with law enforcement to ensure the public s safety. This outreach program would utilize various media outlets and approaches to inform the public about the rights of patrons assisted by the program, the various partners working with the program, and how to receive assistance if needed. DRAFT AUGUST

46 Figure 40: HCSO M.A.P. Service Area Routes Traffic Incident Management Training H GAC has funded Traffic Incident Management (TIM) training since The program provides monthly training opportunities for first responders and tow operators throughout the region. The TIM training program is an important element of the regional effort to improve incident management response and responder safety. The comprehensive curriculum uses a common set of practices and engages all responder disciplines from law enforcement, fire, and emergency medical services, to towing, transportation agencies, and dispatch personnel all being trained together during the training sessions. Created through the second Strategic Highway Research Program (SHRP2), the training has fundamentally transformed TIM on a national scale, bringing together for the first time a national curriculum in a standardized training format. Training traffic incident responders is vital for achieving the National Unified Goal (NUG) for TIM: Responder Safety; Safe, Quick Clearance; Prompt, Reliable, Interoperable Incident Communications. Child Safety Outreach Activities As part of its traffic safety program, H-GAC continues to seek ways to improve the safety of children in relation to motor vehicles. From 2012 to 2016, nearly one-quarter of pedestrian incidents involve DRAFT AUGUST

47 persons under 18 years old. Over 77 percent of bicyclists under age 15 were not wearing helmets. And despite the increase of seatbelt usage, 28 percent of children under 8 years of age involved in crashes were not using appropriate child restraints such as booster seats or seatbelts. In March of 2010, H-GAC contracted with Texas Children s Hospital Center for Childhood Injury Prevention (TCH) and its Safe Kids Coalition to expand its child passenger and bicycle safety outreach assistance. The Safe Kids Coalition is a key provider of education and assistance in the region for proper child safety system installation. H-GAC S PARTNERSHIP WITH SAFE KIDS ALLOWED FOR: additional training of child seat installation technicians expanded bicycle safety education provision of bicycle helmets to low-income recipients of new bicycles through the B-Cycle program region-wide outreach effort regarding new child restraint laws Over the last five years of this partnership, Texas Children's Hospital has trained 148 child passenger safety technicians, including 33 spanish-speaking technicians, distributed over 25,000 bike helmets to economically-disadvantaged children, held over 50 bike rodeos for child bicycle safety, provided child safety educational materials to over 600,000 people, and provided 6,404 child seats to economically-disadvantaged families in the region. Red Bluff Elementary- Bike to School Day, Pasadena, TX. Students met at O Dell Harrison Recreation Center in Pasadena, TX on 05/17/18. Red Bluff Elementary students were preparing to ride to school for National Bike to School Day. Every participant had their helmets inspected and assured for safety, and many were in need of helmets. We measured, fit, and distributed 160 helmets and prepared the students for their bike to school event by educating on-bike safety tips and provides reflective bike lights for the bikers to be seen by cars. Students are pictured waiting for the ride to begin after receiving their helmets. They were then led by school administration as they rode a safe route towards school. The event was a great success! School staff and parents expressed interest in making this a yearly event. The Woodlands Township and Bike the Woodlands Kids Bike Rodeo, The Woodlands, TX. Participants aged 3-12 years old participated in the Kids Bike Rodeo for National Bike Month in The Woodlands, TX. Pictured is a young resident of the community, being measured and fit for a properly fitting helmet. After measuring the child s head circumference, we educated on the three rules to fitting a helmet and allowed the child to assist with hands-on practice on fitting their new helmet, we also simultaneously taught parents how to inspect helmets to fit their child. After receiving their helmet, children also received reflective bike lights to ensure visibility on their bike rides. DRAFT AUGUST

48 No Zone Safety Campaign The No Zone Campaign is part of a public education effort by the Federal Motor Carrier Safety Administration (FMCSA) to educate motorists about how to safely share the road with trucks and buses. The Campaign was created in 1994 as a result of the enactment of the Intermodal Surface Transportation Efficiency Act (ISTEA) in Although commercial vehicle crashes are only a small percent of regional crashes (five percent), these types of crashes can have a tremendous impact on mobility and public safety. On average, commercial vehicle crashes take over an hour to be cleared from the roadway. In extreme cases, commercial vehicle crashes can take several hours to be cleared. Moreover, many commercial vehicles carry hazardous cargo. If certain types of hazardous cargo are compromised, the effects could be widespread and may pose health risks to those in the near vicinity. The goal of the campaign is to teach drivers about the No Zones or blind spots around commercial vehicles in which passenger cars can disappear thereby increasing the likelihood of crashes and/or fatalities. Educating the driving public about these No Zones is one way of reducing accidents, injuries, and deaths involving commercial vehicles. One aspect of the No Zone Campaign is the placement of No Zone decals on tractor-trailers and buses. These 2-foot by 4-foot decals, designed by H GAC staff, illustrate where the blind spots of commercial Figure 41: No-Zone Decal vehicles are located and warn other drivers not to linger in these areas. The H-GAC Transportation Department s Traffic Safety Division has modified and enhanced the original No Zone decals (See Figure 41) to more effectively convey the message that driving in the blind spots of commercial vehicles is dangerous and should be avoided. Currently, H-GAC is attempting to implement a No Zone Decal Campaign by partnering with local motor carriers in the Region and having them affix these decals on their trailers and/or buses. In addition, other public outreach efforts will be employed in conjunction with the decals to heighten awareness of blind spots around commercial vehicles. DRAFT AUGUST

49 Traffic Safety Improvement Strategies Overall Strategies Improving regional traffic safety will be a collaborative effort. While the MPO can provide leadership and some level of funding, it is the local jurisdictions that will do most of the work. In order for this plan to succeed, H GAC will have to gain the support of local jurisdictions to implement traffic safety improvements that will help reduce the fatalities and injuries that plague our region. In line with current guidance, H GAC is taking a data-driven approach to traffic safety. Accordingly, CRIS data will be utilized to the fullest extent to determine the cause and characteristics of vehicle crashes. Moreover, CRIS data will also be used to analyze demographic information to determine where to target public outreach efforts and educational campaigns. MPO Crash Reduction Targets In supporting the State of Texas efforts to meet its traffic safety targets over the next four years, the H GAC region must work to reduce traffic crashes of all types, but especially focus on area crashes. Accordingly, the following performance targets represent the minimal annual reduction necessary to decrease the region s portion of traffic crashes and crash rates in the state. Table 6 shows annual traffic crash and crash rate reductions for a five-year period culminating in a two percent reduction by The calculations use the same methodology used to obtain state traffic safety performance targets. Year Crashes Fatality Rate** Serious Injury Rate** Number of Non-Motorized Fatalities & Serious Injuries 2017* 166, , , , , , *2017 numbers are actual figures from CRIS for the region as of April 6, 2018 ** per 100 million vehicle miles traveled Table 6: MPO Crash & Performance Measure Reduction thru 2022 DRAFT AUGUST

50 Focus Area Countermeasures The safety countermeasures listed below were developed through collaboration with regional partners at the Safety Workshop in July 2017 or adopted from the State s Texas Strategic Highway Safety Plan and other sources as applicable. These strategies and countermeasures provide a framework of guidance and best practices for addressing the safety focus areas identified in this plan. Specific project-level actions and costs will be developed in Implementation Actions Plans (See below). A complete list of FHWA and State SHSP countermeasures for each focus area are listed in Appendix F. IMPAIRED DRIVING Driving under the influence is responsible for the largest percentage of fatalities in the region. This problem must be addressed in a comprehensive and sustained fashion. In addition to supporting the SHSP strategies and countermeasures (See Figure 42 & Appendix F), H GAC adopts the following countermeasures (Figure 43) to reduce impaired driving in the region. 1. Use data systems to identify alcohol licensed and permitted locations within a community and Alcoholic Beverage Code violation history at these locations to determine any correlation with alcohol related crashes. 2. Increase education for all road users on the impact of impaired driving and its prevention. 3. Increase officer contacts with impaired drivers through regular traffic enforcement. 4. Improve mobility options for impaired road users. 5. Increase data, training, and resources for prosecutors and officers in the area of drugged driving. Figure 42: State SHSP Impaired Driving Strategies Enforcement Continue and expand Selective Traffic Enforcement Program (STEP) grant Education Launch Regional Safety Campaign focusing on Impaired Driving Develop training for prosecutors and regular patrol officers Continue and expand the Teens in the Driver Seat (TDS) Program DRAFT AUGUST

51 Establish TDS programs at school in or near high frequency crash location and zip codes with highest number of drivers involved in impaired driving crashes Demonstrate to all road users the magnitude of the impact of impaired driving crashes Place signs along roadways showing the number of DWI/DUI crashes in high frequency crash locations Encouragement and Empowerment Increase penalties for test refusal, high Blood Alcohol Content (BAC), repeated offenses etc. Enforce Administrative License Revocation or Suspension Expand the use of dedicated DWI courts Limitations on diversion and plea agreements Enforce restrictions on license (courses, interlock ignition license and suspension, etc.) Court monitoring programs for citizens to monitor court activities Monitor repeating offenders Encourage and expand program for alcoholism/drug abuse assessment and treatment Provide and promote alternative transportation options Promote trip planning using technology Encourage medical professionals to better inform patients about the effects of medications Evaluation Continue to evaluate crash data to monitor the magnitude, frequency and location of impaired driving crashes Develop and maintain data to identify correlations between impaired driving incidents and Alcohol Beverage Control licensing data by road type, corridor, county and region Figure 43: Regional Impaired Driving Strategies There are no known crash reduction factors for impaired driving. However, the strategies listed above are among the proven methods for reducing impaired driving crashes according to the Centers for Disease Control. BICYCLE-PEDESTRIAN Bicycle and pedestrian fatalities are the second highest category of fatalities in the region. With increasing interest in alternative modes of transportation for commuting as well as recreation and exercise, ensure the safety of bicyclists and pedestrians is paramount. The State SHSP only identifies pedestrian safety strategies and countermeasures. However, many of the same strategies and countermeasures for pedestrians are applicable to bicyclists. Bicycle and pedestrian countermeasures and crash reduction factors (if known) will be listed separately below. DRAFT AUGUST

52 In addition to supporting the State SHSP strategies, shown in Figure 44, H GAC with implement the strategies below (Figure 45) to combat bicycle and pedestrian crashes. 1. Improve driver and pedestrian safety awareness and behavior. 2. Reduce pedestrian crashes on urban arterials and local roadways. 3. Improve pedestrians visibility at crossing locations. 4. Improve pedestrian networks. 5. Improve pedestrian involved crash reporting. 6. Establish vehicle operating speeds to decrease crash severity. 7. Develop strategic pedestrian safety plans tailored to local conditions. Figure 44: State SHSP Pedestrian Strategies BICYCLE Engineering Lane Reductions (Road Diet) CRF: 19-47% Bicycle Lanes Separated Bicycle Lanes Bike Boulevard Intersection markings for bicyclists School Zone Improvements Wayfinding Ensure best practices and countermeasures are incorporated into TIP/RTP projects, as well as local engineering projects as applicable Perform safety audits at high crash locations Enforcement Enforce existing laws against bicyclists and drivers Education Launch Regional Safety Campaign focusing on Bicycle safety Support and expand existing bicycle/pedestrian safety programs Encourage adoption of bicycle helmets laws DRAFT AUGUST

53 Encouragement and Empowerment Conduct bicycle/pedestrian feasibility studies throughout the region similar to the feasibility study done in the West Houston Mobility Plan (2015) Conduct or support Safe Routes to School audits in the region Evaluation Use crash data to identify relevant geographic and demographic information about bicycle and pedestrian crashes Figure 45: Regional Bicycle Crash Reduction Strategies PEDESTRIANS Engineering Lane Reductions (Road Diet) CRF: 19-47% Reduce Lane Width Intersection Crosswalk Enhancements for pedestrians Raised medians Pedestrian Crossing Islands School Zone Improvements Signal Timing/Optimization Pedestrian Signal/Timing Wayfinding Ensure best practices and countermeasures are incorporated into TIP/RTP projects, as well as local engineering projects as applicable Perform safety audits at high crash locations Enforcement Enforce existing laws against pedestrians and drivers Education Launch Regional Safety Campaign focusing on Pedestrian safety Support and expand existing bicycle/pedestrian safety programs Encouragement and Empowerment Conduct bicycle/pedestrian feasibility studies throughout the region similar to the feasibility study done in the West Houston Mobility Plan (2015) Conduct or support Safe Routes to School audits in the region DRAFT AUGUST

54 Evaluation Use crash data to identify relevant geographic and demographic information about bicycle and pedestrian crashes Figure 46: Regional Pedestrian Crash Reduction Strategies DISTRACTED DRIVING Distracted driving has become an increasingly serious traffic safety problem. The rapid proliferation of mobile devices has ushered in a new era of driver inattention not seen since radios were first installed in automobiles in the 1950 s. The State and numerous local jurisdictions have enacted laws against distracted driving, yet the problem persists. Curving these types of crashes will take a broad spectrum of countermeasures to constantly remind and encourage the public to abstain from using mobile devices while driving. 1. Reduce fatalities and serious injuries by identifying and implementing education and awareness strategies to reduce distracted driving. 2. Improve the effectiveness of distracted road user educational techniques, tools, and strategies. 3. Improve and increase enforcement capabilities for addressing distracted driving. 4. Increase the installation of engineering countermeasures known to reduce distracted driving. 5. Use technology to reduce distracted driving crashes, serious injuries, and fatalities. Figure 47: State SHSP Distracted Driving Strategies Enforcement Continue and expand Selective Traffic Enforcement Program grant Education Continue and expand the Teens in the Driver Seat Program Encouragement and Empowerment Launch Regional Safety Campaign focusing on distracted driving Encourage the use of technologies to block cell phone use and texting while driving Promote insurance and other incentives for safe driving DRAFT AUGUST

55 Evaluation Continue to evaluate crash data to monitor the magnitude, frequency and location of distracted driving crashes Figure 48: Regional Distracted Driving Strategies AGGRESSIVE DRIVING (SPEEDING) Unlike distracted driving, speeding and aggressive driving is an old problem. Virtually all vehicle crashes involve speeding in some fashion. Speeding is the most common contributing factor listed for vehicle crashes. Speed-related crashes account for nearly one-third of all regional vehicle crashes. 1. Use the concept of establishing target speed limits and road characteristics to reduce speeding. 2. Educate law enforcement on contributing crash factors to improve crash data collection. 3. Leverage data to improve engineering, education, and enforcement. 4. Increase and sustain high visibility speeding enforcement. (Develop, catalogue, and disseminate tools and other resources to improve enforcement capabilities.) 5. Improve the effectiveness of educational techniques, tools, and strategies for speeding (target specific age groups). Figure 49: State SHSP Speeding Strategies Engineering Engineering safety audits of high frequency crash locations Install traffic calming measures Enforcement Continue and expand Selective Traffic Enforcement Program grant Education Launch Regional Safety Campaign focusing on aggressive driving Encouragement and Empowerment DRAFT AUGUST

56 Encourage companies to install speed regulatory and monitoring systems on commercial vehicles Evaluation Continue to evaluate crash data to monitor the magnitude, frequency, and location of aggressive driving crashes Figure 50: Regional Speeding Strategies INTERSECTIONS Thirty-seven percentages of all regional vehicle crashes occur at intersections. H GAC is supporting both the State SHSP strategies and countermeasures as well as the FHWA s Texas Intersection Safety Implementation Program (TISIP). The purpose of TISIP is to prioritize high crash frequency intersection locations for near-term countermeasure implementation; strengthen partnerships between TxDOT, MPOs, local governments, and FHWA; and, identify opportunities for enhancing Texas data systems to allow for more robust systemic analyses in the future. TISIP emphasizes implementation of low-cost proven countermeasures to reduce intersection crashes. As FHWA s website states, In 2008, FHWA began promoting certain infrastructure-oriented safety treatments and strategies, chosen based on proven effectiveness and benefits, to encourage widespread implementation by State, tribal, and local transportation agencies to reduce serious injuries and fatalities 1. Improve data systems for identifying specific intersections and intersection types at high probability for serious injury crashes. 2. Consider alternative design strategies for improving intersection safety. 3. Improve pedestrian safety at intersections with high probability of crashes. 4. Increase driver awareness of intersections. 5. Develop educational campaigns incorporating data analysis to improve intersection safety. 6. Reduce red light running. Figure 51: State SHSP Intersection Strategies Engineering Engineering safety audits of high frequency crash locations Implement appropriate low-cost safety countermeasures at high frequency crash locations Enforcement DRAFT AUGUST

57 Continue to expand Selective Traffic Enforcement Program grant Education Launch Regional Safety Campaign focusing on intersection-related crashes Encouragement and Empowerment Promote implementation of TISIP countermeasures where appropriate. Evaluation Continue to evaluate crash data to monitor the magnitude, frequency, and location of intersection crashes Figure 52: Regional Intersection Strategies Leadership & Coordination As the Metropolitan Planning Organization for the Region, H GAC will leverage its position and resources to champion the implementation strategies in this plan. This will be accomplished through working with the Regional Safety Council, Technical Advisory Committee, the Transportation Policy Council and other groups to integrate this plan s strategies into the transportation planning process. Next, by collaborating with local jurisdictions where safety issues addressed in this plan have been identified. Lastly, by continuing to partner with federal and state agencies to secure and leverage resources and expertise. Implementation Actions & Goals The strategies and countermeasures outlines above are the first step in addressing the traffic safety issues identified in this plan. The next step is to determine how to implement these solutions. H GAC will develop project-level engineering implementation plans for the focus area crash types identified in this plan in high frequency crash locations (See Appendix D), along with other locations requested by local jurisdictions. Implementation action plan development will include collaborating with local jurisdictions to determine leadership (who will be responsible for implementation), specific solutions to implement, general costs, identification of funding sources, and TIP/RTP project recommendations. H GAC will collaborate with regional organizations and procure consultants to implement education and public outreach countermeasures listed above as appropriate. These efforts include a regional traffic safety public outreach campaign focusing on the crash types identified in this plan, in high frequency crash locations and directed towards demographic groups most prone to be involved in such crashes. See Public Outreach below for additional details. DRAFT AUGUST

58 H GAC will work to ensure that law enforcement agencies in all high crash frequency locations are utilizing STEP grant funding to increase high visibility enforcement efforts. Recent changes in the STEP grant regulations will allow participating agencies to operate 365 days a year and focus on all STEP grant enforcement activities (DWI, Speed, Intersection, Occupant Restraint, and Distracted). These changes will allow participating law enforcement agencies to be more effective and address multiple traffic safety issues simultaneously. H GAC will determine options available to provide law enforcement personnel with additional training on completing the Texas Crash Report Form (CRB-3). Such training will improve the quality of data recorded into CRIS, which in turn will help improve traffic crash analysis. In addition, the following implementation actions and goals will be taken to advance the purpose of this plan. These actions and goals will serves as benchmarks for measuring progress toward reducing motor vehicle crashes, injuries, and fatalities in the region. The actions outlined below are not inclusive of all actions that may be taken to accomplish the strategies put forth by FHWA, the State SHSP, and this plan. The outcomes of any additional actions taken to implement the strategies in the plan or in support of strategies in other plans will be documented as part of the assessment of overall regional traffic safety effort. Actions and goals are generally grouped by focus area. Some actions may apply to more than one focus area and are in each area for clarity. IMPAIRED DRIVING Continue and expand Selective Traffic Enforcement Program (STEP) grant Action Ensure that all high frequency DWI/DUI crash areas have at least one local law enforcement agency utilizing a STEP grant Monitor the number of DWI/DUI arrests by H GAC Regional STEP Grant Agencies Goal 1 new local enforcement agency per year 100 DWI/DUI arrest per year by H GAC Regional STEP Grant Agencies Launch Regional Safety Campaign focusing on Impaired Driving Action Track number of media exposures regarding impaired driving Track distribution of printed materials for Regional Safety Campaign Track PI&E Activities for DWI STEP Grant Track distribution of printed materials for DWI STEP Grant Goal 10,000 exposures 1,500 pieces 4 activities per year 1,500 pieces Continue and expand the Teens in the Driver Seat (TDS) Program Action Establish TDS programs at school in or near high frequency DWI/DUI crash locations and zip codes with highest number of drivers involved in impaired driving crashes Goal 1 chapter per year DRAFT AUGUST

59 Demonstrate to all road users the magnitude of the impact of impaired driving crashes Action Place signs along roadways showing the number of DWI/DUI crashes in high frequency crash locations Goal 1 sign per year Encourage and expand program for alcoholism/drug abuse assessment and treatment Action Increase the number of treatment programs in the region Figure 53: Impaired Driving Reduction Actions and Goals Goal 1 program every 2 years DISTRACTED DRIVING Continue and expand Selective Traffic Enforcement Program (STEP) grant Action Ensure that all high frequency distracted driving crash areas have at least one local law enforcement agency utilizing a STEP grant Monitor the number of distracted driving citations issued by H GAC Regional STEP Grant Agencies Goal 1 new local enforcement agency per year 50 Distracted Driving Citations per year by H GAC Regional STEP Grant Agencies Launch Regional Safety Campaign focusing on Impaired Driving Action Track number of media exposures regarding distracted driving Track distribution of printed materials for Regional Safety Campaign Goal 10,000 exposures 1,500 pieces Continue and expand the Teens in the Driver Seat (TDS) Program Action Establish TDS programs at school in or near high frequency distracted driving crash locations and zip codes with highest number of drivers involved in distracted driving crashes Figure 54: Distracted Driving Reduction Actions and Goals Goal 1 chapter per year SPEEDING/AGGRESSIVE DRIVING Continue and expand Selective Traffic Enforcement Program (STEP) grant Action Ensure that all high frequency speeding crash areas have at least one local law enforcement agency utilizing a STEP grant Goal 1 new local enforcement agency per year DRAFT AUGUST

60 Monitor the number of speeding citations issued by H GAC Regional STEP Grant Agencies 100 Speeding Citations per year by H GAC Regional STEP Grant Agencies Launch Regional Safety Campaign focusing on Speeding & Aggressive Driving Action Track number of media exposures regarding speeding and aggressive driving Track distribution of printed materials for Regional Safety Campaign Goal 10,000 exposures 1,500 pieces Continue and expand the Teens in the Driver Seat (TDS) Program Action Establish TDS programs at schools in or near high frequency speeding and aggressive driving crash locations and zip codes with highest number of drivers involved in speeding and aggressive driving crashes Goal 1 chapter per year Engineering safety audits of high frequency crash locations Action Conduct safety audits at speeding crash locations Goal 2 audits per year Figure 55: Speeding & Aggressive Driving Reduction Actions and Goals INTERSECTIONS Continue and expand Selective Traffic Enforcement Program (STEP) grant Action Ensure that all high frequency intersection crash areas have at least one local law enforcement agency utilizing a STEP grant Monitor the number of ITC citations issued by H GAC Regional STEP Grant Agencies Goal 1 new local enforcement agency per year 100 ITC Citations per year by H GAC Regional STEP Grant Agencies Promote implementation of TISIP countermeasures Action Assist with implementing TISIP countermeasures Goal 2 projects per year Engineering safety audits of high frequency crash locations Action Conduct safety audits at high frequency intersection crash locations Figure 56: Intersection Safety Actions and Goals Goal 2 audits per year DRAFT AUGUST

61 BICYCLE/PEDESTRIAN Identify locations for bicycle/pedestrian infrastructure Action Conduct bicycle/pedestrian feasibility studies throughout the region similar to the feasibility study done in the West Houston Mobility Plan Goal 1 study per year Launch Regional Safety Campaign focusing on Bicycle & Pedestrian Safety Action Track number of media exposures regarding bicycle and pedestrian safety Track distribution of printed materials for the Regional Safety Campaign Goal 10,000 exposures 1,500 pieces Promote Adult Bicycle Safety Training Action Procure a consultant to conduct adult bicycle safety training classes in the region Engineering safety audits of high frequency crash locations Action Conduct safety audits at high frequency intersection crash locations Conduct or support Safe Routes to School audits Goal 10 classes per year Goal 2 audits per year 1 audit per year Figure 57: Bicycle & Pedestrian Safety Actions and Goals Public Outreach Broad, diverse, and sustained public outreach is critical to the success of this plan. The true key to improve traffic safety is changing behavior, and to do that continuous and constant messaging and interaction are required. In that regard, H GAC will initiate a broad-based safety outreach effort in addition to its traditional public outreach activities, and along with state-wide safety programs. H GAC is set to launch a Regional Safety Campaign in The initial two-year will concentrate on safety messaging for the five focus areas of this plan. The project will fund the creation of a campaign with all necessary materials to convey the message and concepts of transportation safety, including the creation of ads, brochures and flyers, and production of radio and television ads/psas, etc. The project s benefits will be multi-faceted. By broadening all citizens knowledge about the rules of the road, more cooperative and lawful behavior will result. DRAFT AUGUST

62 Funding for the regional safety campaign will also continue to support on-going safety projects with Texas Children s Hospital and TTI. H GAC will continue promoting its other safety campaigns and initiatives, including the Regional DWI Task Force and the NO ZONE commercial vehicle safety campaign. Data Collection & Analysis The development and updating of this plan is a data-driven process. Accordingly, H GAC will continue to utilize the most current and accurate traffic safety data available, information for the TxDOT Crash Record Information System (CRIS), the NTHSA Fatality Analysis Reporting System (FARS), and other reliable data sources. Alignment with & Support of Other Plans The regional safety plan was developed in concurrence with the TxDOT Texas Strategic Highway Safety Plan (TSHS). The TSHS is the State s plan for addressing traffic safety issues in Texas. TxDOT developed the first state safety plan in 2006, and the TSHS is updated every four years. Several of the focus areas in this plan mirror emphasis areas in the TSHS. They include Impaired Driving, Distracted Driving, Speeding, and Pedestrian Safety. A complete list of TSHS Emphasis Areas is shown in Table Distracted driving 2. Impaired driving 3. Intersection safety 4. Older road users 5. Pedestrian safety 6. Roadway and lane departures 7. Speeding TSHS Mission Statement Texans will work together on the road to zero traffic fatalities and serious injuries TSHS Vision Statement Texas envisions a future with zero traffic fatalities and serious injuries TABLE 7: SHSP Emphasis Areas (TxDOT) In addition to aligning with the State safety plan, this plan seeks to be compatible with other planning efforts at H GAC. Traffic safety affects every aspect of modern life. Accordingly, incorporating safety goals and implementation strategies into other planning efforts, where appropriate, ensures safety goals will be achieved sooner for the benefit of the public. This plan will, to the greatest extent possible, align and/or incorporate its goals, objectives, and strategies into other plans such as the Congestion Management Process Plan, RTP, TIP, Homeland DRAFT AUGUST

63 Security planning efforts, Regional Hazard Mitigation Plans, the Regional Transit Coordination Plan, Area Agency on Aging planning efforts, Livable Centers Planning Initiatives, and others. The intent is to develop confluent goals and objectives, where possible, and utilize similar strategies where applicable. Moreover, seek out opportunities to align and/or co-develop programs and projects with regional partners and private organizations to expedite outcomes and leverage resources. Evaluation & Feedback A final, but important aspect of this plan is the evaluation of implementation progresses, completed project effectiveness, and continued validation of the plan s goal and objectives. This feedback will ensure the safety plan is addressing the right issues the right way. Plan evaluation will become a regular item of consideration for the Regional Safety Council. In addition, H GAC will seek the input of its other committees and councils, as well as the general public, where appropriate, to ensure the broadest spectrum of stakeholders are consulted regarding the plan direction and effectiveness. H GAC will prepare an annual report on the status of implementation efforts and to update traffic safety performance measures. This report will be presented to the Regional Safety Council, the TAC, and TPC. DRAFT AUGUST

64 Plan Review, Adoption & Update This plan will be reviewed and updated every four years, typically one year after the state adopts its latest State Highway Safety Plan. The plan will also be reviewed and revised due to changes in federal or state laws and regulations. Moreover, the plan will also incorporate applicable elements from RTP, TIP, and other plans. This plan, and all future updates and/or modifications, will be reviewed and approved by the following groups in the order listed. Information about each of these groups can be found in Appendix A. 1. Regional Safety Council (Technical and editorial review and approval) 2. Technical Advisory Committee (Review and recommendation to TPC) 3. Transportation Policy Council (Review and formal adoption) 4. TXDOT Transportation Planning and Program Division Houston District (Courtesy technical review) 5. FHWA Region 6 Safety Section (Courtesy technical review) Comments from all groups listed will be considered and incorporated into any revisions as appropriate. DRAFT AUGUST

65 Appendix A: MPO Committees Regional Safety Council The RSC s purpose is to advise the TPC on the development of its safety program as well as to promote safety coordination with other planning activities. The Council can have up to 25 members for various safety-related backgrounds. Primary Member Tim Kelly, Chairperson Bennie Boles Lisa Minjares-Kyle Kristen Beckworth Mary Blitzer Jeff Weatherford Anita Hollman Steven Spears Alicia Parmley Carie Fletcher Isabel Longoria Kevin Barnett Ellen Schwaller Sarah Schimmer Dr. Rohit Shenoi Organization METRO La Porte PD Teens in the Driver s Seat Texas Children s Hospital Bike Houston City of Houston Public Works City of Houston Public Works Houston PD MADD BACODA AARP- Houston Union Pacific Harris County Public Health AAA-Texas Baylor College of Medicine John Hermann Fort Bend County Constable 4 James Hoss Warren Diepraam Alison Baimbridge Sean Wright Keith Dougherty Nina Saint Fort Bend County Public Transit Waller County DA Harris County DA Office Seabrook PD Baytown PD Safeway Driving School DRAFT AUGUST 2018 A-1

66 Primary Member Steve Davis Jeff McKinney Chris Newport James Keener Robert Benz Organization Texas TransEastern JETCO, Inc. Super Bowl Committee TxDOT Ex-Officio TxDOT Ex-Officio DRAFT AUGUST 2018 A-2

67 Pedestrian Bicyclist Subcommittee The Pedestrian-Bicyclist Subcommittee advises the Technical Advisory Committee in the consideration of pedestrian-bicyclist travel, facility design, safety, and education as part of the regional transportation planning process; reviews and recommends updates to the Regional Pedestrian & Bicycle Plan; reviews TIP submittals, and makes recommendations regarding these submittals to the Technical Advisory Committee; reviews proposals and assists in the selection of Special District Studies; and, serves as a forum to share information and discuss relevant issues. The subcommittee is comprised of 17 members, each involved with some aspect of pedestrian and bicyclist issues. Primary Member Jessica Wiggins Thomas Gall Jeff Taebel, FAICP Shawn Johnson Tim Teitjens (Vacant) Chien Wei Christopher Orlea Monique Johnson Evan M. DuVall, AICP Christina Bune Doug Shannon Clark Martinson, AICP, AIA Louis Jullien, IV Ana Ramirez Huerta Yuhayna McCoy John McGowan Organization Bike Houston Houston Parks Board H-GAC City of Conroe City of Galveston City of Houston City of League City City of Pearland City of Sugar Land City of Webster Fort Bend County Harris County Energy Corridor District Westchase District TxDOT - Houston District METRO The Woodlands Township DRAFT AUGUST 2018 A-3

68 Technical Advisory Committee The Technical Advisory Committee's purpose is to advise the Transportation Policy Council (TPC) in its development of the Unified Planning Work Program (UPWP) and the Metropolitan Transportation Plan (MTP) as well as promote coordination of other transportation planning activities. Committee assists with the development of the Transportation Improvement Program (TIP), including the review of and recommendations on candidate projects for the TIP. The committee consist of 35 members appointed by the TPC from a broad cross-section of government, transportation, advocacy, and industry. The Member Richard Stolleis, P.E. (Chairman) Trent Epperson (1st Vice Chair) Loyd Smith, P.E. (2nd Vice Chair) Sarah Benavides, P.E. Jose Pastrana Dr. Carol Lewis Augustus Campbell Scott Elmer, P.E. Bob Eury Ken Fickes Matt Hanks, P.E. Clint Harbert Lisa Kocich-Meyer, AICP Jeff Johnson, P.E. Yancy Scott, P.E. Doug Kneupper, P.E. William "Bill" Brudnick, P.E. Jeffrey C. Wiley Christopher LaRue Adam Jack, P.E. Richard Zientek Michael Shannon, P.E. Organization Fort Bend County City of Pearland Harris County City of Pasadena City of Baytown Texas Southern University (Environmental/Planning) West Houston Assoc. (Citizen and Business Interests) City of Missouri City Central Houston, Inc. (Citizen and Business Interests) Harris County Transit (Urban Transit) Brazoria County METRO City of Sugar Land Montgomery County Waller County City of Texas City TxDOT - Houston District Fort Bend EDC (Environmental/Planning) The Woodlands Township (Environmental/Planning) TxDOT - Beaumont District Union Pacific Railroad (Intermodal Interests) Galveston County DRAFT AUGUST 2018 A-4

69 Member Jimmy E. Gore Paulette Shelton Theresa Rodriguez Jeff Taebel, FAICP Bruce Mann John Tyler, P.E. Kyle Hockersmith, P.E. Patrick Walsh, P.E. Alexis Cordora Jeff Weatherford, P.E. Mike Wilson Adam France Susan Oyler Bill Zrioka Dr. James Condrey Sharon Valiante Organization Chambers County Fort Bend County Public Transportation (Rural Transit) BayTran (Environmental/Planning) H GAC (Regional Planning) Port of Houston Authority (Intermodal Interests) Harris County Toll Road Authority (Intermodal Interests) City of Galveston City of Houston (Environmental/Planning) Liberty County City of Houston Port of Freeport (Intermodal Interests) City of Conroe City of League City Houston Airport System (Intermodal Interests) Fort Bend County TRA (Intermodal Interests) City of Fulshear (Smaller Cities) DRAFT AUGUST 2018 A-5

70 Transportation Policy Council The Transportation Policy Council (TPC) serves as the policy board for the Metropolitan Planning Organization (MPO). The TPC provides regular and routine guidance to multimodal transportation planning efforts in the Houston-Galveston Transportation Management Area conducted by entities including, but not limited to, H-GAC, the Texas Department of Transportation, city and county governments, the Metropolitan Transit Authority of Harris County (METRO), special purpose governments, regional planning agencies, and other political subdivisions of the State of Texas. The TPC examines the adequacy and appropriateness of the continuing transportation planning process and reviews various agreements entered into for the execution of transportation planning and reviews the Unified Planning Work Program (UPWP) and recommends it for inclusion in the H- GAC overall Program Design Budget. The TPC endorses the Transportation Improvement Program (TIP) and recommends its consistency to H-GAC as the Regional Clearinghouse. The TPC reviews annually such other documentation, which requires approval by responsible local officials. The TPC may recommend projects or studies to be implemented by H-GAC. The H-GAC Board of Directors serves as the contracting agent for the Transportation Policy Council. The TPC advises the H-GAC Board of Directors on transportation programs and issues. The TPC approves region-wide transportation plans and/or revisions thereof, and promotes the adoption and implementation of such plans by the various levels of government. The Council also functions as a forum for public discussion relating to transportation planning in the Houston-Galveston Transportation Management Area. The council is made up of 28 members representing the counties, cities and intermodal interests in the Region. Agency Voting Member Honorable David McCartney Thomas Woolley Honorable Craig Brown Honorable David W. Robinson VACANT Honorable Larry Millican Scott Elmer, P.E. Honorable Tom Reid (Secretary) Honorable Joe Zimmerman Organization City of Baytown City of Conroe City of Galveston City of Houston City of Houston City of League City City of Missouri City City of Pearland City of Sugar Land DRAFT AUGUST 2018 A-6

71 Agency Voting Member Doug Kneupper, P.E. Honorable Pat McLaughlan Honorable Matt Sebesta (Chairman) Honorable Rusty Senac (1st Vice Chair) Honorable James Patterson Honorable Kenneth Clark (2nd Vice Chair) Honorable Ed Emmett Honorable Steve Radack Honorable Greg Arthur Honorable Charlie Riley Hon. Justin Beckendorff Carrin Patman Charles Wemple Quincy Allen, P.E. Tucker Ferguson, P.E. Honorable Janiece Longoria Bert Keller Brenda Mainwaring Hugh McCulley Hon. Rick Miller Hon. Sylvia Garcia Hon. Phillip Spenrath Paul Reitz, P.E. Organization City of Texas City City of Bellaire (Smaller Cities, Harris County) Brazoria County Chambers County Fort Bend County Galveston County Harris County Harris County Liberty County Montgomery County Waller County METRO H-GAC TxDOT - Houston District TxDOT - Beaumont District Port of Houston Authority (Other Transportation) Gulf Coast Rail District Union Pacific Railroad (Freight Rail Interests) BNSF Railway (Freight Rail Interests) 8-County Region (Texas State Legislator) 8-County Region (Texas State Legislator) Wharton County TxDOT - Yoakum District DRAFT AUGUST 2018 A-7

72 Appendix B: Focus Area Crash Analysis Regional Crashes, Fatalities, and Serious Injuries County Brazoria 4,980 5,156 5,189 5,872 6,114 Chambers 971 1,037 1,071 1,168 1,290 Fort Bend 7,276 8,025 8,977 9,962 10,688 Galveston 6,333 6,359 6,508 7,468 8,082 Harris 91, , , , ,156 Liberty 1,206 1,278 1,296 1,238 1,321 Montgomery 7,697 8,636 9,537 10,823 10,536 Waller Total 120, , , , ,099 Table 8: Annual Vehicle Crashes County Brazoria Chambers Fort Bend Galveston Harris Liberty Montgomery Waller Total Table 9: Annual Vehicle Crash Fatalities DRAFT AUGUST 2018 B-1

73 County Brazoria Chambers Fort Bend Galveston Harris 2,163 2,119 2,369 2,426 2,341 Liberty Montgomery Waller Total 3,106 3,249 3,353 3,509 3,390 Table 10: Annual Vehicle Crash Serious Injuries DUI Crashes, Fatalities, and Serious Injuries County Grand Total Brazoria Chambers Fort Bend ,068 Galveston ,047 Harris 2,181 2,072 2,463 2,415 2,234 11,365 Liberty Montgomery ,308 Waller Total 3,513 3,317 3,671 3,695 3,418 17,614 Table 11: DUI Vehicle Crashes DRAFT AUGUST 2018 B-2

74 County Grand Total Brazoria Chambers Fort Bend Galveston Harris Liberty Montgomery Waller Total ,412 Table 12: Annual DUI Fatalities County Grand Total Brazoria Chambers Fort Bend Galveston Harris Liberty Montgomery Waller Total ,653 Table 13: Annual DUI Serious Injuries DRAFT AUGUST 2018 B-3

75 Speeding (Aggressive Driving) County Grand Total Brazoria 1,606 1,744 1,732 1,993 1,934 9,009 Chambers ,543 Fort Bend 2,708 2,857 3,215 3,534 3,635 15,949 Galveston 1,998 1,943 2,051 2,282 2,317 10,591 Harris 25,165 28,751 35,392 38,857 38, ,634 Liberty ,043 Montgomery 3,027 3,292 3,657 4,090 3,872 17,938 Waller ,091 Total 35,409 39,431 47,011 51,735 51, ,798 Table 14: Annual Speed-related Vehicle Crashes County Grand Total Brazoria Chambers Fort Bend Galveston Harris Liberty Montgomery Waller Total Table 15: Annual Speed-related Vehicle Crash Fatalities DRAFT AUGUST 2018 B-4

76 County Grand Total Brazoria Chambers Fort Bend Galveston Harris ,857 Liberty Montgomery Waller Total ,500 Table 16: Annual Speed-related Vehicle Crash Serious Injuries Distracted Driving Crashes, Fatalities, and Serious Injuries County Grand Total Brazoria 954 1,011 1,139 1, ,107 Chambers Fort Bend 1,267 1, ,236 1,045 6,375 Galveston 1,564 1, ,002 1,510 8,880 Harris 9,873 11, ,513 13,477 64,330 Liberty Montgomery , ,598 1,192 6,735 Waller Total 15,178 17,010 21,048 21,974 18,614 93,824 Table 17: Annual Distracted Driving Crashes DRAFT AUGUST 2018 B-5

77 County Grand Total Brazoria Chambers Fort Bend Galveston Harris Liberty Montgomery Waller Total Table 18: Annual Distracted Driving Fatalities County Grand Total Brazoria Chambers Fort Bend Galveston Harris ,265 Liberty Montgomery Waller Total ,058 Table 19: Annual Distracted Driving Serious Injuries DRAFT AUGUST 2018 B-6

78 Bicycle Crashes, Fatalities, and Serious Injuries County Grand Total Brazoria Chambers Fort Bend Galveston Harris ,201 Liberty Montgomery Waller Total ,156 Table 20: Annual Bicycle Crashes County Grand Total Brazoria Chambers Fort Bend Galveston Harris Liberty Montgomery Waller Total Table 21: Annual Bicycle Crash Fatalities DRAFT AUGUST 2018 B-7

79 County Grand Total Brazoria Chambers Fort Bend Galveston Harris Liberty Montgomery Waller Total Table 22: Annual Bicycle Crash Serious Injuries Pedestrian Crashes, Fatalities, and Serious Injuries County Grand Total Brazoria Chambers Fort Bend Galveston Harris 1,388 1,466 1,560 1,662 1,691 7,767 Liberty Montgomery Waller Total 1,625 1,686 1,815 1,932 1,983 9,041 Table 23: Annual Pedestrian Crashes DRAFT AUGUST 2018 B-8

80 County Grand Total Brazoria Chambers Fort Bend Galveston Harris Liberty Montgomery Waller Total Table 24: Annual Pedestrian Crash Fatalities County Grand Total Brazoria Chambers Fort Bend Galveston Harris ,164 Liberty Montgomery Waller Total ,410 Table 25: Annual Pedestrian Crash Serious Injuries DRAFT AUGUST 2018 B-9

81 Intersection Crashes, Fatalities, and Serious Injuries Year Crashes Fatalities Serious Injuries , , , , , Signalized 122, ,115 Signalized Percent 43 % 36 % 47 % Unsignalized 163, Unsignalized Percent 57 % 64 % 53 % Total Intersection Crashes 285, ,577 TABLE 26: Annual Intersection Crashes, Fatalities & Serious Injuries DRAFT AUGUST 2018 B-10

82 Appendix C: EJ Characteristics Federal and State guidance requires the consideration of environmental and social impacts on vulnerable populations. Commonly known as Environmental Justice, the practice concerns the assessment of equity in transportation planning as it affects communities with predominantly minority or low-income residents. H GAC includes the analysis of positive and negative impacts on vulnerable populations where appropriate in its planning efforts. H GAC has also developed and published policies and studies regarding environmental justice. The MPO includes environmental justice compliance policies in its Public Participation Plan. Further, the MPO has published an Environmental Justice Guidebook detailing the characteristics of vulnerable populations in the region and strategies for assessing the impact of transportation projects on these populations. One of these strategies involves identifying the neighborhoods that are the most burdened by social and economic hardships as a component of the equity assessment. Below are relevant excerpts and conclusions from the H-GAC Environmental Justice Guidebook. Regional Characteristics A concentration of disadvantage exists where a predominantly minority or low-income community is beset with other potentially adverse circumstances such as: a large senior population, households without a car, residents without a high school diploma, residents with limited proficiency in the English language, or many female head of households. Neighborhoods where four or more of these socio-economic factors exceed the regional average are considered highly disadvantaged. As can be seen from Figure 58, environmental justice neighborhoods are typically located close to the central city where the residents have good access to bus stops, transit routes, public amenities, and job opportunities. A spatial review of the local thoroughfare and major transportation improvements programmed in the H-GAC ten-year plan reveals that a disparate level of investments are proposed in the environmental justice sensitive areas compared with the non-target areas. The disparity in proposed transportation related investments is greatest in those environmental justice neighborhoods characterized as the most highly disadvantaged. These highly disadvantaged neighborhoods also have the least access to the region s pedestrian-bicyclist infrastructure. The poor condition of the transportation infrastructure within these communities along with a large immigrant population, some of whom have limited proficiency in the English language, may have a direct impact on transportation safety. DRAFT AUGUST 2018 C-1

83 Figure 58: Environmental Justice Composite Zones (H GAC) DRAFT AUGUST 2018 C-2

84 Transportation Safety Transportation safety is a grave concern for environmental justice neighborhoods. More than one million motor vehicle crashes occurred within the eight-county MPO region between 2007 and Environmental justice areas are overrepresented in these crashes (Table 27). Over 60% of the crashes occurred in an environmental justice sensitive area even though the environmental justice community is proportionally only 53% of the region s population. One-fifth of all the crashes that occurred within the environmental justice zones occurred in the environmental justice areas identified as high disadvantage. In comparison, 39% of all the motor vehicle crashes in the region occurred in a non-environmental justice area. A similar picture exists for crashes with high severity, in which the environmental justice areas is also overrepresented. EJ Zones Non-EJ Zones EJ Zones with High Disadvantage* TOTAL Population of Area** 3,200,431 2,834, ,548 6,034,967 % of Total Population 53 % 47 % 19 % 100 % Number of Crashes 657, , ,717 1,083,350 % of Crash Total 61 % 39 % 20 % 100 % Crashes per 1000 Population Vehicle Miles Travelled (VMT) Crashes Per 100 Million Vehicle Miles Travelled (VMT) ,879,192 69,193,733 8,775, ,072, High Severity Crashes 13,519 10,972 2,542 24,491 % of High Severity Crash Total High Severity Crashes per 100,000 Population 55 % 45 % 19 % 100 % Source: Geocoded TxDOT Crash Records Information System (CRIS). * Crash numbers here are a subset of EJ Zone totals. Percentages reflect a share of EJ Zone totals. ** Source: US Census Bureau, American Community Survey Estimates 5-Year Estimates. Table 27: Motor Vehicle Crashes in the Eight-County MPO Region ( ) DRAFT AUGUST 2018 C-3

85 Figure 59 shows that motor vehicle crashes in the planning region are on the rise after a period of gradual decline. Trendlines suggest that vehicle crashes are increasing at a faster rate within the environmental justice areas than in the non-target areas. These areas also experience the highest crash rates per capita. It stands to reason that any strategies to reduce the crash rates in the region must necessarily focus on reducing the crash incidents within the underserved areas. 100,000 80,000 60,000 40,000 20, EJ Areas Non-EJ Areas EJ-High Disadvantage Linear (EJ Areas) Linear (Non-EJ Areas) Figure 59: Regional EJ Area Vehicle Crashes (TxDOT) It should be noted that the information above in no way establishes, explicitly or implicitly, a direct causation between motor vehicle crash frequencies and environmental justice areas in the region. A variety of factors contribute to motor vehicle crashes. The information provided in this appendix is not intended to oversimplify the complexities surrounding motor vehicle crashes, or cast any community in the region in a bad light. More research is needed to ascertain the actual causes of crashes in these areas. Additional information about environmental justice in the TMA region is available in the H GAC Environmental Justice report. DRAFT AUGUST 2018 C-4

86 Appendix D: Crash Maps & Driver Zip Code Frequencies The maps below depict the highest concentration of focus area crash types in the region from 2007 to 2016, and the home address zip code frequency for drivers involved in DWI, distracted and speeding crashes from 2012 to Impaired Driving Crash Density Figure 60: Impaired Crash Density DRAFT AUGUST 2018 D-1

87 Impaired Driver Zip Code Frequency Figure 61: Impaired Driver Home Zip Code Frequency DRAFT AUGUST 2018 D-2

88 Distracted Driving Crash Density Figure 62: Distracted Driving Crash Density DRAFT AUGUST 2018 D-3

89 Distracted Driver Zip Code Frequency Figure 63: Distracted Driver Home Zip Code Frequency DRAFT AUGUST 2018 D-4

90 Speeding Crash Density Figure 64: Speed-related Crash Density DRAFT AUGUST 2018 D-5

91 Speeding Driver Zip Code Frequency Figure 65: Speeding Driver Home Zip Code Frequency DRAFT AUGUST 2018 D-6

92 Bicycle Crash Density Figure 66: Bicycle Crash Density DRAFT AUGUST 2018 D-7

93 Pedestrian Crash Density Figure 67: Pedestrian Crash Density DRAFT AUGUST 2018 D-8